fast951

Introducing the new Vitesse V-FLEX software.

All along, we knew the factory DME works great, however the software had many limitations. Our first software (Gen 1) release included many features that are not available anywhere else. You get true Mass Air Flow (MAF) support, semi-batch operation to support large injectors; dual maps (pump gas vs. race fuel) and dual rev limits externally selectable. Every feature served a purpose and performance was raised to the next level.

We didn’t stop; we researched and developed our software and hardware to bring you additional important features. Such features include:

• Boost sensing and Ignition control based on boost.
• User selectable Overboost (1)
• User selectable Rev Limit (1)
• User selectable (any 0-5Vdc signal) Limit (1)
• E85 support

(1) In order to select the Overboost, Rev Limit or the additional "limit" a Vitesse PiggyBack is needed.

Boost sensing and Ignition control based on boost.
To safely extract the most out of your turbo engine, Air Fuel Ratio (AFR, FUEL) and correct Ignition must be used. In a turbo application where boost can vary constantly it’s a continuous challenge to keep both FUEL and IGNITION under control.
For FUEL requirements, we opted to use a true Mass Air Flow software (Vitesse existing GEN-1 software). We use a well-configured MAF sensor, and we are able to maintain the appropriate AFR no matter what boost level you are running. Now that we have the fueling taken care of, how about ignition?

Ignition is boost sensitive, however the factory DME was never aware of how much boost you are running. You can be running 4psi or 22psi; the DME is totally unaware of the actual boost. Using the factory DME, we had to accommodate various boost levels and adopt a “happy medium” for ignition. Ignition was as always static, what was programmed on the chip was used, no matter of the boost level. It works, but there is a way to make it even better, safer and gain performance. We went back to the drawing board and we came up with an innovative solution. This solution is a combination hardware (MAP sensor) and software (V-FLEX).

We figured out a way to get the factory DME to read BOOST. Now we are able to alter ignition based on actual boost. If you are running 1psi or 24psi, with the V-FLEX the DME is able determine for the first time the exact boost you are running. A boost based ignition feature is not new to the tuning world, most advanced engine management systems (standalone) do alter ignition based on boost. However this was never done when using the factory DME. It’s about to change!

We, at Vitesse, combined the best of both worlds MAF & MAP in one engine management system (still using the factory DME). The MAF is ideal to provide accurate AFR; the MAP will aid ignition control.

Some of the advantages of using actual boost based ignition are:

• Safety: The DME was never aware of boost and ignition was a static value. It didn’t matter if you ran 2psi or 30psi, the DME always selected certain preset values. It works but leaves lots to be desired. What happens when your ignition is tuned for 15psi, but for whatever reason (faulty boost control, or user error) you turn up the boost to 22psi. Ignition timing will be off, and you run the danger of damaging your engine. With the V-FLEX software detecting boost, we can alter the timing based on preset boost limits to try to save your engine. We give you the extra protection!
  
  
• Performance: In the past, setting up ignition was a static procedure. The same ignition values were used for all boost levels. As you can tell already, there must be a few compromises. With the release of the Vitesse V-FLEX software we are able to factor in the boost level to dial in the optimum ignition for various boost levels. Our MAP sensor senses up to 30psi of boost! In addition to boost levels, we account for pump gas and race gas selections; of course each will have its unique ignition values based on actual boost.

User selectable Overboost
With the stock 951, the KLR controls boost. The DME (which was never aware of actual boost) handles overboost! The DME, based on airflow and RPM, determines what it allowed or not, yet the DME never reads the actual boost??? Once you upgrade the turbo, which flows more air than a smaller turbo even at the same boost level, you can trigger
the overboost protection. It’s obvious that once you start modifying your engine the factory overboost protection is not accurate. The factory overboost protection relies on both the DME and KLR, it’s fine for a stock engine, but comes up short when you start increasing the performance.

To get the most performance out of your turbo engine, you must have accurate boost control. One of the first performance modifications to a 951 is better boost control (the KLR is no longer controlling boost). By adding a manual or electronic boost controller and preferably a dual port wastegate, the user is able to get the best boost curve possible.

This is great, but when taking control away from the KLR we just eliminated boost control and any sort of overboost protection. For years the user was left in charge of this, but things can happen and unless you are on top of it, you can get in trouble. How many 951 owner ran higher boost than intended? Again, back to the drawing board.

With the introduction of the V-FLEX software, the user is able to set overboost at will. You need the Vitesse PiggyBack to set the overboost level (user selectable 1-30psi). The PiggyBack will communicate with the DME and you are set. The user gains control, flexibility and safety!


User selectable Rev Limit
The factory software allows the tuner to select a single rev limit. This is a static value! A few years back, when we introduced the first generation of the Vitesse software, we introduced a second Rev Limit value. The user was able to select either externally. This is an improvement, but why stop here?

When using the Vitesse V-FLEX software and PiggyBack, the user is able to select his own Rev Limit. You set it in the PiggyBack, which in turns communicates with the DME to handle the actual Rev Limit. The same Rev Limit procedure is used, except the user will decide the actual RPM at which he/she would like to set the Rev Limit. For protection, we will keep 2 Rev Limits inside the DME, you will not be able to exceed them, but you can set a lower rev limit.

User selectable (any 0-5Vdc signal) Limit
In addition to the Overboost and Rev limits, the user is able to select one additional signal to monitor and limit. Some of the variables that can be monitored and a limit set are: Intake temps, Throttle Position or Coolant temps, oil temps... As long as the signal is a 0-5Vdc, you can monitor it and set the limit.


E85 support
With the introduction of E85, many customers expressed interest in experimenting with E85. When using E85, ignition and fuel vary greatly from generic fuel even race gas. With the new V-FLEX software, the user will be able to select pump fuel or E85.
(Note: The E85 feature is strictly for experimental purposes. May be used for off/road use only).


In summary, with the V-FLEX software we push the limits yet one more time. You get safety, performance and flexibility. Existing customers using the Vitesse MAF kits with a chip/board and a PiggyBack are able to upgrade to the V-FLEX software. Customers wishing to upgrade will need to send us their chip/board to reflash it. We will be putting a procedure in place to handle upgrades. Details on when and how we will handle the upgrades and pricing will be made public as soon as possible. The goal is to provide a fast turn around, so please be patient till we figure out the logistics.

In order to get the V-FLEX with the "set limits" you must have the Vitesse PiggyBack. If you already have the Vitesse PiggyBack but have not installed it yet, you can still use the V-FLEX software and just hook up the PiggyBack when you get to it.

gregeast

Hi John,

Sounds like great stuff!

I'll ask the obvious questions:

1. Availability?
2. Pricing?
3. Expected performance gains from improved ignition control?

Airflite40

price or ban


Sounds like an awesome system......

fast951

The software will be provided as part of the MAF kit, the existing price remains. The only additional item to purchase will be the MAP sensor & harness for $125.

Upgrade prices are not defined yet, probably the price of the MAP sensor and the price of a reflash. Customers that purchased a MAF & PB kit in the past 30 days will get the upgrade for free, just the price of the MAP sensor. Most already got the new software, which has been available for a few weeks.

As soon as I get a free minute I will get a before and after dyno. You will notice the difference between gear changes, quicker spoolup. Of course, the safety feature cannot be priced nor measured!

2bridges

Well done John!
Safety and performance - that is what I am talking about!
I take one of everything!

Tom M'Guinn

If you have a 3L version, I'm in.

The DareDevil

Does this system make use of the SMT-6 and your current piggyback product?

ehall

okay, so just so I'm clear...
You buy one of the kits, injectors, bosst controller, and ad the MAPsensor and harness, for 125.00, is that right?

The piggy back is the tool used to set the overbosst protection and the rev limit, which can be set lower, but not higher than the max for which you have programmed the software. Is that also correct?

If the above are correct, does that also mean that mild displacement increases will require little modification to stock chip programming? example ST III for a 2.5 run on a 2.7?

pete95zhn

Availability...right now, some of us already have it...although not yet running it. Yes, there's a 3l version.

Olli Snellman

John,

sounds like a great improvment. Most likely i am also going to buy this new version as well, i am looking forward how Pete is going to install his system and what the results are.

ehall

Yeah,
This made me even happier that I backed up my engine build.

RPHARRIS

This is a huge step. MAP controlled ignition is a HUGE advantage!

Rogue_Ant

Awesome innovations!

How is the MAP sensor inputted to the DME?


-Rogue

danny951

where does the map sensor fit into the plumbing physically with the MAF?

marcoturbo

John, very very interested in this upgrade.